WO2021131703A1 - Véhicule inclinable - Google Patents

Véhicule inclinable Download PDF

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Publication number
WO2021131703A1
WO2021131703A1 PCT/JP2020/045863 JP2020045863W WO2021131703A1 WO 2021131703 A1 WO2021131703 A1 WO 2021131703A1 JP 2020045863 W JP2020045863 W JP 2020045863W WO 2021131703 A1 WO2021131703 A1 WO 2021131703A1
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WO
WIPO (PCT)
Prior art keywords
lean
wheel
vehicle
bearing
width direction
Prior art date
Application number
PCT/JP2020/045863
Other languages
English (en)
Japanese (ja)
Inventor
健志 中島
宏志 石井
岩本　太郎
和哉 長坂
太一 稲場
Original Assignee
川崎重工業株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 川崎重工業株式会社 filed Critical 川崎重工業株式会社
Priority to US17/757,976 priority Critical patent/US11932345B2/en
Priority to EP20905829.6A priority patent/EP4082882A4/fr
Publication of WO2021131703A1 publication Critical patent/WO2021131703A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B35/00—Axle units; Parts thereof ; Arrangements for lubrication of axles
    • B60B35/02—Dead axles, i.e. not transmitting torque
    • B60B35/04—Dead axles, i.e. not transmitting torque straight
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K21/00—Steering devices
    • B62K21/005—Steering pivot axis arranged within the wheel, e.g. for a hub center steering arrangement
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K21/00—Steering devices
    • B62K21/12—Handlebars; Handlebar stems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K5/00—Cycles with handlebars, equipped with three or more main road wheels
    • B62K5/02—Tricycles
    • B62K5/027—Motorcycles with three wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K5/00—Cycles with handlebars, equipped with three or more main road wheels
    • B62K5/02—Tricycles
    • B62K5/05—Tricycles characterised by a single rear wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K5/00—Cycles with handlebars, equipped with three or more main road wheels
    • B62K5/08—Cycles with handlebars, equipped with three or more main road wheels with steering devices acting on two or more wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K5/00—Cycles with handlebars, equipped with three or more main road wheels
    • B62K5/10—Cycles with handlebars, equipped with three or more main road wheels with means for inwardly inclining the vehicle body on bends
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B35/00—Axle units; Parts thereof ; Arrangements for lubrication of axles
    • B60B35/02—Dead axles, i.e. not transmitting torque
    • B60B35/025—Dead axles, i.e. not transmitting torque the wheels being removable

Definitions

  • the present invention mainly relates to a lean type vehicle in which the vehicle body is tilted when turning or the like.
  • the front wheels are supported by the vehicle body via two bearings and axles arranged side by side.
  • Patent Document 1 discloses a three-wheeled vehicle including two front wheels and one rear wheel. Each front wheel includes a wheel in which a wheel hole portion (hub hole) is formed. Two bearings and a shaft member are inserted in the wheel hole. As a result, even in the three-wheeled vehicle of Patent Document 1, the front wheels are supported by the vehicle body via two bearings and an axle, as in the case of a general motorcycle.
  • the front wheels are supported by the vehicle body via two bearings and an axle.
  • the number of parts may be large and the shaft length of the hub hole may be long.
  • the present invention has been made in view of the above circumstances, and a main object thereof is to provide a lean vehicle capable of supporting front wheels on a vehicle body with a simple configuration.
  • this lean type vehicle includes a vehicle body, a first wheel, a second wheel, a first bearing, a second bearing, a first axle, a second axle, a first support member, and a second support. It includes a member and a lean mechanism.
  • the first wheel is located on the first side in the vehicle width direction.
  • the second wheel is located on the second side, which is the opposite side of the first side in the vehicle width direction.
  • the first bearing is inserted into the hub hole of the first wheel.
  • the second bearing is inserted into the hub hole of the second wheel.
  • the first axle is inserted into the first bearing.
  • the second axle is inserted into the second bearing.
  • the first support member supports the first wheel from the inside in the vehicle width direction.
  • the second support member supports the second wheel from the inside in the vehicle width direction.
  • the lean mechanism tilts the first wheel and the second wheel with the front-rear direction as the rotation center when the vehicle body is tilted with the front-rear direction as the rotation center.
  • the bearing inserted into the hub hole of the first wheel is the single first bearing.
  • the bearing inserted into the hub hole of the second wheel is the single second bearing.
  • the number of bearings (number of parts) can be reduced and the shaft length of the wheel hub hole can be shortened as compared with the configuration in which bearings are inserted on both sides of the wheel hub hole in the vehicle width direction. it can.
  • the side view of the lean type vehicle of 1st Embodiment of this invention Side view of the front of a lean vehicle.
  • Top view of the front of a lean vehicle Perspective view of the lean mechanism. Schematic front view showing lean operation.
  • the front side view of the lean type vehicle of 2nd Embodiment. The perspective view of the lean mechanism of 2nd Embodiment.
  • the left-right direction of the lean vehicle 1 is defined in the direction seen from the driver who has boarded the lean vehicle 1. Therefore, when the lean vehicle 1 is upright, the front-rear direction coincides with the vehicle length direction, and the left-right direction coincides with the vehicle width direction. Further, the vertical direction (vertical direction) coincides with the height direction.
  • A when A is described as being attached (supported) to B, not only is A directly attached (supported) to B, but also attached (supported) via another member.
  • the configuration shall also be included.
  • a overlaps with the center in the vehicle width direction for example, the virtual line passing through the center in the vehicle width direction of the lean vehicle overlaps with A in a plan view or a front view.
  • the front portion is the frontmost portion when the front portion is divided into two or three in the front-rear direction (the same applies to the rear portion and the like).
  • the position of the member it is assumed that the position of the lean vehicle 1 is shown in an upright state, a state in which the steering angle is neutral, and a state in which a load other than its own weight is not applied.
  • the lean type vehicle 1 includes a vehicle body 2, a left front wheel (first front wheel) 31L, a right front wheel (second front wheel) 31R, and a rear wheel 9.
  • the vehicle body 2 includes a vehicle body frame 3 which is a skeleton of the lean vehicle 1.
  • the vehicle body frame 3 has a configuration in which a plurality of frame elements are connected by bolts, welding, or the like.
  • the left front wheel 31L is arranged on the left side (first side) with respect to the center in the vehicle width direction.
  • the right front wheel 31R is arranged on the right side (second side) with respect to the center in the vehicle width direction.
  • the left front wheel 31L and the right front wheel 31R are attached to the vehicle body frame 3. The detailed mounting method of the left front wheel 31L and the right front wheel 31R will be described later.
  • the rear wheel 9 is arranged in the center in the vehicle width direction.
  • a swing arm 4 capable of swinging up and down with respect to the vehicle body frame 3 is attached to the rear portion of the vehicle body frame 3.
  • the rear wheel 9 is attached to the swing arm 4.
  • the engine 5 is attached to the body frame 3.
  • the engine 5 is a drive source for driving the lean vehicle 1.
  • the power generated by the engine 5 is transmitted to the rear wheels 9 via the drive chain 6.
  • another drive source such as an electric motor for traveling, may be provided.
  • a pedal or the like for the driver to apply power for driving may be provided instead of the engine 5,
  • a bar handle type steering handle 7 is attached to the body frame 3.
  • the driver applies a rotational steering force to the steering handle 7, this rotational steering force is transmitted to the left front wheel 31L and the right front wheel 31R via a mechanism and a steering rod 26 described later.
  • the traveling direction of the lean vehicle 1 can be changed.
  • the change in the traveling direction of the lean vehicle 1 may be referred to as turning the lean vehicle 1.
  • the lean type vehicle 1 is inclined (lean) toward the center of turning with respect to the road surface at the time of turning by the lean mechanism described later.
  • the steering handle 7 is not limited to the bar handle type, and may be a steering wheel.
  • a seat 8 for the driver to sit on is arranged behind the steering wheel 7. Steps shown in the figure are arranged on the left side surface and the right side surface of the vehicle body 2, respectively. The driver puts his foot on the left and right steps across the seat 8.
  • the lean type vehicle 1 is a type of vehicle (saddle type vehicle) in which the driver sits on the seat 8.
  • the suspension 10 connects the vehicle body 2 with the left front wheel 31L and the right front wheel 31R.
  • the suspension 10 reduces the vibration transmitted to the vehicle body 2 so that the vibration of the left front wheel 31L and the right front wheel 31R due to the unevenness of the road surface is not directly transmitted to the vehicle body 2.
  • the members attached to the left front wheel 31L and the right front wheel 31R side (vibrating side) with the suspension 10 as a boundary are referred to as "vibrating side members”.
  • a member attached to the vehicle body 2 side (vibration damping side) with the suspension 10 as a boundary is referred to as a "vibration damping side member".
  • the suspension 10 includes a first tubular suspension 11, a second tubular suspension 12, and a third tubular suspension 13.
  • first tubular suspension 11, the second tubular suspension 12, and the third tubular suspension 13 are collectively referred to as “cylindrical suspension 11, 12, 13”.
  • the tubular suspensions 11, 12, and 13 have the same configuration, respectively.
  • the tubular suspensions 11, 12, and 13 have the same configuration as the front fork generally used for motorcycles.
  • the suspension 10 is not limited to the front fork type.
  • the tubular suspensions 11, 12, and 13 include a tubular body 10a, a slide body 10b, and a spring 10c, respectively.
  • the tubular body (outer tube) 10a is an elongated tubular member.
  • a slide body (inner tube) 10b is inserted into the tubular body 10a.
  • the slide body 10b is an elongated tubular member having a diameter smaller than that of the tubular body 10a.
  • the slide body 10b can move relative to the tubular body 10a along the longitudinal direction.
  • a spring 10c is inserted inside the slide body 10b.
  • the tubular body 10a and the slide body 10b are connected via a spring 10c. With this configuration, the vibration transmitted from the slide body 10b to the cylinder body 10a can be reduced. Oil is sealed inside the suspension 10, and the oil moves by moving the slide body 10b with respect to the cylinder body 10a. This movement of oil becomes a resistance force (damping force), and vibration can be damped in a short time.
  • the tubular body 10a is located above the slide body 10b, and the above-mentioned "vibration damping side member” basically vibrates integrally with the tubular body 10a.
  • the slide body 10b is located below the tubular body 10a.
  • the above-mentioned “member on the vibrating side” basically vibrates integrally with the slide body 10b.
  • the vertical positions of the tubular body 10a and the slide body 10b may be reversed.
  • the sliding bodies 10b of the tubular suspensions 11, 12, and 13 are configured to slide integrally.
  • the suspension 10 includes an upper connecting member 14 and a lower connecting member 15.
  • the upper connecting member 14 connects the tubular bodies 10a of the tubular suspensions 11, 12, and 13. As a result, the tubular bodies 10a of the tubular suspensions 11, 12, and 13 cannot move relative to each other, so that the tubular bodies 10a can be integrated. Further, at least one of the tubular bodies 10a of the tubular suspensions 11, 12, and 13 is attached to the front frame 3a located at the front portion of the vehicle body frame 3.
  • the lower connecting member 15 connects the slide bodies 10b of the tubular suspensions 11, 12, and 13. As a result, the slide bodies 10b of the tubular suspensions 11, 12, and 13 cannot move relative to each other, so that the slide bodies 10b can be slid integrally. Further, at least one of the slide bodies 10b of the tubular suspensions 11, 12, and 13 is attached to the lower connecting base 16. The left front wheel 31L and the right front wheel 31R are attached to the lower connecting base 16 via a mechanism described later.
  • the left front wheel 31L and the right front wheel 31R are symmetrical with respect to the center in the vehicle width direction. Therefore, in the following, only the left front wheel 31L will be described, and the description of the right front wheel 31R (right wheel 32R, right tire 33R), the right brake 34R, and the like will be omitted.
  • the left front wheel 31L includes a left wheel 32L and a left tire 33L. Further, a left brake (front wheel brake mechanism) 34L is attached to the outside of the left wheel 32L in the vehicle width direction. The left brake 34L brakes the left front wheel 31L by sandwiching the brake disc 34a attached to the left wheel 32L with the brake caliper 34b. The left brake 34L may be attached to the inside of the left wheel 32L in the vehicle width direction.
  • the left wheel 32L includes a hub 32a, spokes 32b, and a rim 32c.
  • the hub 32a is formed with a hub hole into which an axle is inserted.
  • the spokes 32b have a shape that extends outward radially from the hub 32a.
  • the rim 32c is connected to the outside of the spokes 32b in the radial direction, and the left tire 33L is attached to the rim 32c.
  • the left arm 45 as a left knuckle member is attached to the left wheel 32L.
  • the outer end of the steering rod 26 in the vehicle width direction is rotatably attached to the left arm 45.
  • the steering rod 26 transmits the steering force to the left front wheel 31L via the left arm 45.
  • the left arm 45 is also configured as a part of a lean mechanism described later. That is, the left arm 45 of the present embodiment has a common knuckle member for changing the actual steering angle and a member for leaning the lean vehicle 1.
  • a rear bracket 21 is provided below the steering wheel 7.
  • the steering handle 7 and the rear bracket 21 are connected by, for example, a fixture.
  • the steering handle 7 and the rear bracket 21 can rotate constantly about the steering rotation axis 7a (a line substantially parallel to the vertical direction) as the center of rotation. Further, the rotation angle of the steering handle 7 about the steering rotation axis 7a may be referred to as a steering angle.
  • the rear end of the transmission arm (rotation transmission unit) 22 is rotatably attached to the rear bracket 21.
  • the transmission arm 22 connects the rear bracket 21 and the first steering unit 23.
  • the transmission arm 22 transmits the rotational steering force applied to the steering handle 7 to the first steering unit 23.
  • the first steering unit 23 is located in front of the rear bracket 21 and the steering handle 7. Further, the first steering unit 23 is positioned so as to overlap the center in the vehicle width direction. The front end of the transmission arm 22 is attached to the first steering unit 23. With this configuration, the first steering unit 23 can be rotated as the steering handle 7 and the rear bracket 21 rotate.
  • a pantograph mechanism 24 is attached to the first steering unit 23.
  • the pantograph mechanism 24 is located so as to overlap the center in the vehicle width direction.
  • the pantograph mechanism 24 includes a first link portion 24a and a second link portion 24b.
  • the first link portion 24a is rotatably attached to the first steering portion 23 with the vehicle width direction as the center of rotation.
  • the second link portion 24b is rotatably attached to the second steering portion 25, which will be described later, with the vehicle width direction as the center of rotation.
  • the second steering unit 25 is a “member on the vibration side”.
  • the first link portion 24a and the second link portion 24b are rotatably connected to each other with the vehicle width direction as the center of rotation.
  • the second steering unit 25 is located so as to overlap the center in the vehicle width direction.
  • the second steering unit 25 transmits the rotational steering force transmitted via the pantograph mechanism 24 to the steering rod 26.
  • the second steering portion 25 includes a suspension mounting portion 25a and a rod mounting portion 25b.
  • the suspension mounting portion 25a is mounted on the pantograph mechanism 24 (specifically, the second link portion 24b).
  • the suspension mounting portion 25a is further mounted on the lower connecting base 16.
  • the second steering unit 25 rotates in response to steering, but the lower connecting base 16 does not rotate in response to steering. Therefore, the second steering unit 25 is attached so as to be rotatable relative to the lower connecting base 16.
  • the rod mounting portion 25b is mounted on the lower part of the suspension mounting portion 25a.
  • the rod mounting portion 25b has a substantially L-shape, and includes a portion extending forward from the suspension mounting portion 25a and a portion extending downward. With this configuration, a space can be formed below the suspension mounting portion 25a. A part of the lean mechanism described later is arranged in this space.
  • the steering rod 26 is rotatably attached to the rod attachment portion 25b.
  • the longitudinal direction of the steering rod 26 coincides with the vehicle width direction.
  • the left end of the steering rod 26 is attached to the left front wheel 31L (specifically, the left front wheel 31L in front of the axle).
  • the right end of the steering rod 26 is attached to the right front wheel 31R (specifically, the right front wheel 31R in front of the axle).
  • the rod mounting portion 25b rotates about a predetermined rotation axis by the rotational steering force applied by the driver, so that the steering rod 26 moves to the left or right.
  • the actual rudder angle changes.
  • the actual steering angle is the direction of the left front wheel 31L and the right front wheel 31R (specifically, the rotation angle with the rotation center substantially in the vertical direction).
  • the traveling direction of the lean vehicle 1 can be changed according to the operation of the driver.
  • the rotatably attached means that the lean mechanism 42 is rotatably attached with the rotation center in the front-rear direction.
  • a lean base 41 extending downward from the lower connecting base 16 is attached to the rear part of the lower connecting base 16.
  • the lean base 41 is a member for supporting the lean mechanism 42 and connecting the lean mechanism 42 to the vehicle body 2 side (vehicle body frame 3 side).
  • the lean base 41 is positioned so as to overlap the center in the vehicle width direction.
  • the lean base 41 and the lean mechanism 42 are attached to the lower connecting base 16, they are "members on the vibration side". Further, the lean base 41 and the lean mechanism 42 are arranged at relatively low positions (positions in which a part or the whole overlaps with the left front wheel 31L in a side view). As a result, the heavy object can be arranged at a low position, so that the lean vehicle 1 can be stabilized.
  • the lean base 41 includes an upper mounting portion 41a and a lower mounting portion 41c.
  • the upper mounting portion 41a and the lower mounting portion 41c are formed on the front side (one side in the front-rear direction, the same applies hereinafter).
  • the upper mounting portion 41a is located above and behind the lower mounting portion 41c.
  • the upper mounting portion 41a is formed with an upper protruding cylinder 41b that projects forward.
  • the lower mounting portion 41c is formed with a lower protruding cylinder 41d that projects forward.
  • the configuration of the lean base 41 may be different from that of the first embodiment.
  • the lean mechanism 42 includes an upper arm 43, a lower arm 44, a left arm (first arm) 45, and a right arm (second arm) 46.
  • the upper arm 43 is located above the lower arm 44.
  • the left arm 45 is rotatably connected to the left end of the upper arm 43 and the left end of the lower arm 44, respectively.
  • a right arm 46 is rotatably connected to the right end of the upper arm 43 and the right end of the lower arm 44, respectively.
  • the lean mechanism 42 is positioned so as to overlap the center in the vehicle width direction, and the left arm 45 and the right arm 46 are symmetrical with respect to the center in the vehicle width direction.
  • a bifurcated mounting portion is formed at the left end of the upper arm 43, respectively.
  • the upper arm 43 is attached to the left arm 45 so that the upper portion of the left arm 45 is sandwiched in the front-rear direction by a bifurcated attachment portion.
  • bifurcated mounting portions are formed at the right end of the upper arm 43, the left end and the right end of the lower arm 44.
  • An upper fulcrum portion 43a is formed in the center of the upper arm 43 in the longitudinal direction.
  • the upper fulcrum portion 43a is a tubular portion whose axial direction coincides with the front-rear direction.
  • the upper fulcrum portion 43a is rotatably attached to the upper mounting portion 41a.
  • a connecting link 48 is rotatably attached to the front end of the upper fulcrum portion 43a.
  • the connecting link 48 is rotatably attached to the front end of the upper protruding cylinder 41b in addition to the front end of the upper fulcrum portion 43a.
  • the upper arm 43 can be supported so as to be sandwiched between the lean base 41 and the connecting link 48 in the front-rear direction, so that the upper arm 43 can be stably supported as compared with the case of cantilever.
  • the upper protruding cylinder 41b and the connecting link 48 may be omitted.
  • the lower arm 44 is attached in the same manner as the upper arm 43. Specifically, a lower fulcrum portion 44a is formed at the center of the lower arm 44 in the longitudinal direction.
  • the lower fulcrum portion 44a is a tubular portion whose axial direction coincides with the front-rear direction.
  • the lower fulcrum portion 44a is rotatably attached to the lower attachment portion 41c.
  • a lean bracket 49 is rotatably attached to the front end of the lower fulcrum portion 44a.
  • the lean bracket 49 is rotatably attached to the front end of the lower projecting cylinder 41d in addition to the front end of the lower fulcrum portion 44a.
  • the lean bracket 49 of the present embodiment has a function of attaching not only the lower arm 44 but also another mechanism related to lean (for example, a part of the lean brake mechanism 50) to the lean base 41.
  • the lean brake mechanism 50 is a mechanism for braking the lean operation.
  • the lean brake is to generate a resistance force against a lean motion to make the lean motion less likely to occur or to reduce the lean angle.
  • the lean bracket 49 may be a member for attaching only the lower arm 44 (a member similar to the connecting link 48).
  • both the upper protruding cylinder 41b and the lower protruding cylinder 41d are located below the upper arm 43 and above the lower arm 44. Thereby, for example, the size of the lean mechanism 42 in the vertical direction can be reduced as compared with a configuration in which the upper protruding cylinder 41b is above the upper mounting portion 41a.
  • the left arm 45 is rotatably attached to the left wheel 32L. Specifically, the left arm 45 is attached to the hub 32a of the left wheel 32L. The left arm 45 is fixed to the left wheel 32L so as to be inclined integrally with the left wheel 32L. Similarly, the right arm 46 is fixed to the hub 32a of the right wheel 32R.
  • the four arms form a parallel link. Therefore, as shown in FIG. 5, the upper arm 43 and the lower arm 44 remain parallel even during the lean operation. Further, the upper arm 43 rotates relative to the lean base 41 with the upper fulcrum portion 43a as the center of rotation. Similarly, the lower arm 44 rotates relative to the lean base 41 with the lower fulcrum portion 44a as the center of rotation. In this way, the lean mechanism 42 rotates relative to the lean base 41.
  • the lean angle is an angle formed by the vehicle height direction of the lean vehicle 1 and the direction perpendicular to the road surface.
  • the lean base 41 connects the center of the upper arm 43 in the longitudinal direction (upper fulcrum portion 43a) and the center of the lower arm 44 in the longitudinal direction (lower fulcrum portion 44a). Therefore, the lean base 41 inclines at the same lean angle as the left front wheel 31L and the right front wheel 31R. In other words, the vehicle body 2 also inclines at the same lean angle as the left front wheel 31L and the right front wheel 31R. Further, the rear wheel 9 is lean integrally with the vehicle body 2. As described above, the lean type vehicle 1 is configured to be leanable.
  • the parts attached to the left front wheel 31L and the parts attached to the right front wheel 31R are symmetrical with respect to the center in the vehicle width direction. Therefore, in the following, the parts attached to the left front wheel 31L will be mainly described, and the description of the parts attached to the right front wheel 31R may be simplified or omitted.
  • a bearing 35 and an axle 36 are attached to the left front wheel 31L.
  • the bearing 35 is inserted into the hub hole of the hub 32a.
  • the bearing 35 is attached to the hub hole by a method such as press fitting. Press-fitting is performed from the inside of the left wheel 32L in the vehicle width direction. Therefore, the bearing 35 is located on the left side (inward side in the vehicle width direction) of the hub holes. In other words, the bearing 35 (specifically, the center of the length of the bearing 35 in the vehicle width direction) is located inside the center of the hub hole shaft length (length in the vehicle width direction) in the vehicle width direction. There is.
  • the only bearing attached to the hub hole is the single bearing 35.
  • the bearing 35 is a double row type in which a plurality of balls are arranged side by side in the axial direction. Further, the bearing 35 is an angular bearing in which the ball and the ring have a predetermined contact angle. With this configuration, it is possible to receive loads in various directions. Instead of the bearing 35, a bearing having a different configuration may be used.
  • the left front wheel 31L and the right front wheel 31R are supported only on the inside in the vehicle width direction, respectively. Therefore, for example, even if the left front wheel 31L or the right front wheel 31R is supported by using only a single bearing 35 inserted from the inside in the vehicle width direction, the left front wheel 31L or the right front wheel 31R can be stably supported. Further, as compared with the configuration in which two bearings are attached to one wheel, the number of parts can be reduced, the configuration can be simplified, and the length of the hub hole can be shortened.
  • the axle 36 is inserted into the inner ring of the bearing 35.
  • the axle 36 is attached to the bearing 35 by a method such as press fitting.
  • the axle 36 has a cylindrical shape.
  • a protrusion 36a is formed on at least a part of the outer surface of the axle 36.
  • the protrusion 36a is formed along the axial direction. Further, the protrusion 36a is formed over the entire circumference. That is, the axle 36 is a hollow spline shaft.
  • the protrusion 36a may be formed over the entire axial direction, or is formed only in a portion avoiding a portion where the bearing 35 is arranged (that is, a portion where the left arm 45 and the attachment member 37 described later are attached). You may.
  • the axle 36 is attached so as to project from the bearing 35 both inward and outward in the vehicle width direction.
  • a left arm (first support member, first member, inner member) 45 is attached to the inner portion of the axle 36 in the vehicle width direction.
  • Mounting members (first member, outer member) 37 are attached to the outer portion of the axle 36 in the vehicle width direction.
  • the left arm 45 is a knuckle member as described above, and is also a part of the lean mechanism 42.
  • the left arm 45 supports the left front wheel 31L from the inside in the vehicle width direction via the axle 36 and the like. Further, the left arm 45 is formed with a mounting hole 45a for inserting the axle 36.
  • a groove 45b is formed on the inner wall of the mounting hole 45a.
  • the groove 45b has a shape corresponding to the protrusion 36a and is formed along the axial direction. Further, the groove 45b is formed over the entire circumference.
  • the axle 36 is inserted into the mounting hole 45a of the left arm 45 so that the groove 45b and the protrusion 36a are aligned. As a result, the left arm 45 and the axle 36 rotate integrally. That is, when the structure for preventing the relative rotation of the left arm 45 and the axle 36 is referred to as the rotation prevention structure 80, the left arm 45 and the axle 36 are connected via the rotation prevention structure 80. Since the left arm 45 is attached to the hub 32a via the bearing 35, the axle 36 and the left arm 45 do not rotate even if the left front wheel 31L rotates.
  • the rotation prevention structure 80 is not limited to the groove 45b and the protrusion 36a described above.
  • a single groove key groove
  • a single protrusion is formed in the circumferential direction.
  • a protrusion may be formed on the left arm 45 side and a groove may be formed on the axle 36 side.
  • a lock pin may be used to prevent relative rotation.
  • the mounting member 37 supports the left front wheel 31L from the outside in the vehicle width direction via the axle 36 and the like. Similar to the left arm 45, the mounting member 37 is formed with a mounting hole and a groove. The axle 36 is also inserted into the mounting hole of the mounting member 37. Therefore, the mounting member 37 is prevented from rotating relative to the rotation prevention structure 80, similarly to the left arm 45. As a result, the mounting member 37 and the axle 36 rotate integrally. Since the mounting member 37 is mounted on the hub 32a via the bearing 35, the axle 36 and the mounting member 37 do not rotate even if the left front wheel 31L rotates.
  • a caliper bracket 39 is attached to the attachment member 37 by a fixture such as a bolt. Therefore, the mounting member 37 and the caliper bracket 39 can rotate integrally.
  • a brake caliper 34b is attached to the caliper bracket 39.
  • a disc bracket 38 is attached to the hub 32a without a bearing 35. Therefore, the disc bracket 38 rotates integrally with the left wheel 32L.
  • a brake disc 34a is attached to the disc bracket 38.
  • the left arm 45 and the mounting member 37 are positioned so as to sandwich the bearing 35 in the vehicle width direction. In this state, the left arm 45 and the mounting member 37 are fixed by attaching bolts and nuts to the axle 36. Further, the axle 36, the left arm 45, and the mounting member 37 rotate integrally by engaging the groove 45b and the protrusion 36a described above.
  • the mounting angle (rotational phase) of the left arm 45 and the mounting angle (rotational phase) of the mounting member 37 are always the same. Therefore, for example, it is possible to prevent the mounting angle of the brake caliper 34b from changing with respect to the left arm 45. As a result, for example, the mounting angle of the caliper bracket 39 becomes appropriate only by adjusting the mounting angle of the left arm 45.
  • a member other than the caliper bracket 39 (for example, a member for attaching the vehicle speed sensor) may be attached to the attachment member 37.
  • the center of rotation position C1 is a line segment connecting the connection point between the upper arm 43 and the left arm 45 and the connection point between the lower arm 44 and the left arm 45. It is the center of.
  • the rotation center position C1 is located at a position away from the tire width center position P1, the distance between the left and right tires (tread width) changes due to leaning, so that skidding may occur.
  • a general front wheel has a hub hole formed at a position overlapping the tire width center position P1, and a bearing is inserted into this hub hole. Therefore, it is difficult to match the tire width center position P1 with the rotation center position C1.
  • the hub 32a is located outside the vehicle width direction from the tire width center position P1 of the left front wheel 31L, and the bearing 35 is located there. Therefore, a member for leaning the left front wheel 31L (that is, the left arm 45) can be positioned at a position overlapping the tire width center position P1.
  • the rotation center position C1 of the left front wheel 31L coincides with the tire width center position P1 of the left tire 33L.
  • the rotation center position C1 and the tire width center position P1 coincide with each other on the right side as well.
  • the tread width hardly changes or does not change at all during the lean operation, skidding is unlikely to occur.
  • the suspension 10 of the first embodiment includes three tubular suspensions 11, 12, and 13.
  • the suspension 10 of the second embodiment includes two tubular suspensions 11 and 12.
  • the first tubular suspension 11 and the second tubular suspension 12 are positioned so as to be aligned in the vehicle width direction.
  • the rotational steering force of the steering handle 7 is transmitted to the pantograph mechanism 24 via the first steering unit 23.
  • the rotational steering force of the steering handle 7 is directly transmitted to the pantograph mechanism 24. Therefore, the pantograph mechanism 24 is attached to a member that rotates coaxially with the steering handle 7.
  • the lower connecting base 16 does not intersect with the second steering portion 25, and the lean base 41 is located directly below the lower connecting base 16.
  • the upper arm 43 and the lower arm 44 are located on the rear side of the lean base 41.
  • the steering rod 26 and the lean brake mechanism 50 are also located on the rear side of the lean base 41. In this way, by setting the lean and steering members on one side of the lean base 41 (front side in the first embodiment, rear side in the second embodiment), the lean and steering members can be collectively arranged.
  • the mounting structure of the upper arm 43 and the lower arm 44 is also different from that of the first embodiment.
  • the positions of the upper mounting portion 41a and the lower mounting portion 41c of the lean base 41 in the front-rear direction are different.
  • the positions of the upper mounting portion 41a and the lower mounting portion 41c in the front-rear direction are the same. Therefore, the upper arm 43 and the lower arm 44 are in the same position in the front-rear direction.
  • the lean base 41 is formed with the upper protruding cylinder 41b and the lower protruding cylinder 41d, but in the second embodiment, the middle protruding cylinder 41e having both of these functions is formed. There is. Therefore, the lean bracket 49 attaches the upper fulcrum portion 43a, the middle protruding cylinder 41e, the lower fulcrum portion 44a, and the lean brake mechanism 50 together to the lean base 41.
  • the lean vehicle 1 of the above embodiment includes a vehicle body 2, a left wheel (first wheel) 32L, a right wheel (second wheel) 32R, and left and right bearings (first bearing and first wheel). 2 bearings) 35, left and right axles (first and second axles) 36, left arm 45, right arm 46, and lean mechanism 42.
  • the left wheel 32L is located on the first side (left side) in the vehicle width direction.
  • the right wheel 32R is located on the second side (right side) opposite to the first side in the vehicle width direction.
  • the left bearing 35 is inserted into the hub hole of the left wheel 32L.
  • the right bearing 35 is inserted into the hub hole of the right wheel 32R.
  • the left axle 36 is inserted into the left bearing 35.
  • the right axle 36 is inserted into the right bearing 35.
  • the left arm (first support member) 45 supports the left wheel 32L from the inside in the vehicle width direction.
  • the right arm (second support member) 46 supports the right wheel 32R from the inside in the vehicle width direction.
  • the lean mechanism 42 tilts the left wheel 32L and the right wheel 32R with the front-rear direction as the rotation center when the vehicle body 2 is tilted with the front-rear direction as the rotation center.
  • the bearing inserted into the hub hole of the left wheel 32L is a single bearing 35.
  • the bearing inserted into the hub hole of the right wheel 32R is a single bearing 35.
  • the number of bearings (number of parts) is reduced and the shaft length of the hub hole of the wheel is shortened as compared with the configuration in which the bearings 35 are inserted on both sides of the hub holes of the left and right wheels in the vehicle width direction. Can be done.
  • the center of the shaft length of the bearing 35 on the left side is inside the center of the shaft length of the hub hole of the left wheel 32L in the vehicle width direction.
  • the center of the shaft length of the bearing 35 on the right side is inside the center of the shaft length of the hub hole of the right wheel 32R in the vehicle width direction.
  • the bearing 35 can be arranged so as to be close to the inside in the vehicle width direction (the side where the wheel is supported), so that the wheel can be stabilized.
  • the lean type vehicle 1 of the above embodiment includes a left tire (first tire) 33L and a right tire (second tire) 33R.
  • the left tire 33L is attached to the left wheel 32L.
  • the right tire 33R is attached to the right wheel 32R.
  • the bearing 35 on the left side is located outside the vehicle width direction from the tire width center position P1 of the left tire 33L.
  • the bearing on the right side of the right tire 33R is located outside the vehicle width direction from the center position P1 of the tire width.
  • the lean mechanism 42 is located between the first bearing and the second bearing in the vehicle width direction.
  • the lean mechanism 42 can be positioned near the tire width center position P1. Therefore, the rotation center position C1 during the lean operation and the tire width center position P1 can be brought close to each other. Therefore, it is possible to reduce the change in the tread width of the tire during lean operation.
  • the rotation center position C1 in which the lean mechanism 42 inclines the left wheel 32L and the tire width center position P1 of the left tire 33L coincide with each other.
  • the rotation center position C1 at which the lean mechanism 42 tilts the right wheel 32R and the tire width center position P1 of the right tire 33R coincide with each other.
  • the lean vehicle 1 of the above embodiment includes a left arm 45 or a mounting member 37 to be mounted on the left axle 36.
  • the left axle 36 and the left arm 45 or mounting member 37 are connected via an anti-rotation structure 80 that prevents relative rotation.
  • the lean type vehicle 1 of the above embodiment includes a left arm 45 and a mounting member 37.
  • the left arm 45 is located inside the bearing 35 in the vehicle width direction.
  • the mounting member 37 is located outside the bearing 35 in the vehicle width direction.
  • the rotation prevention structure 80 prevents the left arm 45, the mounting member 37, and the axle 36 from rotating relative to each other.
  • the rotation prevention structure 80 includes a groove 45b and a protrusion 36a.
  • the groove 45b is formed on the axle 36 along the axial direction.
  • the protrusion 36a is formed on the left arm 45 and the mounting member 37 along the axial direction.
  • first embodiment and the second embodiment described above may be combined as appropriate.
  • the number of tubular suspensions of the second embodiment, the lean mechanism 42, and the like can be applied to the first embodiment. The same applies to other features.
  • the shape of the parts, the layout of the parts, the mounting structure of the parts, the power transmission structure, etc. are examples, and may have different configurations.
  • the parts that transmit the steering force to the left arm 45 may not be common, but may be separate parts.
  • the number of wheels is not limited to this, and two rear wheels may be used. Further, the number of people who can ride on the lean vehicle 1 is not limited to 1 or 2, and may be 3 or more.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automatic Cycles, And Cycles In General (AREA)

Abstract

La présente invention concerne un véhicule inclinable comprenant une carrosserie de véhicule, une roue gauche, une roue droite, des paliers gauche et droit (35), des essieux gauche et droit (36), un bras gauche (45), un bras droit et un mécanisme d'inclinaison. Le bras gauche (45) maintient la roue gauche à partir d'un côté interne dans le sens de largeur du véhicule. Le bras droit maintient la roue droite à partir d'un côté interne dans le sens de la largeur du véhicule. Lorsque la carrosserie du véhicule s'incline dans une direction avant-arrière en tant que centre de rotation, le mécanisme d'inclinaison provoque l'inclinaison de la roue gauche et de la roue droite avec la direction avant-arrière en tant que centre de rotation. Un palier unique (35) est inséré dans un trou de moyeu de la roue gauche. Un palier unique (35) est inséré dans un trou de moyeu de la roue droite.
PCT/JP2020/045863 2019-12-26 2020-12-09 Véhicule inclinable WO2021131703A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
US17/757,976 US11932345B2 (en) 2019-12-26 2020-12-09 Leaning-type vehicle
EP20905829.6A EP4082882A4 (fr) 2019-12-26 2020-12-09 Véhicule inclinable

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2019-236735 2019-12-26
JP2019236735A JP7430060B2 (ja) 2019-12-26 2019-12-26 リーン型車両

Publications (1)

Publication Number Publication Date
WO2021131703A1 true WO2021131703A1 (fr) 2021-07-01

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PCT/JP2020/045863 WO2021131703A1 (fr) 2019-12-26 2020-12-09 Véhicule inclinable

Country Status (4)

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US (1) US11932345B2 (fr)
EP (1) EP4082882A4 (fr)
JP (1) JP7430060B2 (fr)
WO (1) WO2021131703A1 (fr)

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Publication number Publication date
JP7430060B2 (ja) 2024-02-09
US11932345B2 (en) 2024-03-19
EP4082882A4 (fr) 2024-01-24
EP4082882A1 (fr) 2022-11-02
JP2021104735A (ja) 2021-07-26
US20230058088A1 (en) 2023-02-23

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